Purpose of oceanic "Anchor/landfall" fixes
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Purpose of oceanic "Anchor/landfall" fixes
The purpose of the oceanic anchor or landfall fix has baffled me somewhat- by these I mean both the old fixes in the Shannon FIR/NOTA/SOTA etc (e.g BABAN, KENUK etc) and now the new realigned fixes at 14W, DOLUL, ELSOX, NETKI etc.
Gander has the same- e.g COLOR, DOTTY etc.
I'm unsure entirely how Gander domestic works, but with Shannon aircraft are usually identified at the entry fix (MALOt etc) before being cleared onwards, so I'm slightly mystified as to the purpose of these.
Gander has the same- e.g COLOR, DOTTY etc.
I'm unsure entirely how Gander domestic works, but with Shannon aircraft are usually identified at the entry fix (MALOt etc) before being cleared onwards, so I'm slightly mystified as to the purpose of these.
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I think you have answered the question your self there my friend.
Someone correct me if im wrong but I believe these fixes identify the Entry/Exit points of the oceanic airspace.
As you said most aircraft are required to report at malot (depending on what track they have selected) before entering oceanic airspace then on to the NAT tracks....then at Gander when you reach for example COLOR then you have left oceanic airspace and considered to be in Domestic.
Someone correct me if im wrong but I believe these fixes identify the Entry/Exit points of the oceanic airspace.
As you said most aircraft are required to report at malot (depending on what track they have selected) before entering oceanic airspace then on to the NAT tracks....then at Gander when you reach for example COLOR then you have left oceanic airspace and considered to be in Domestic.
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The landfall fix is particularly relevant for flights exiting Oceanic into Domestic. The leg between the Oceanic/Domestic boundary fix and the landfall fix enables Domestic to establish VHF comms, identify the aircraft on radar and issue/confirm the route within the Domestic FIR prior to the flight reaching the landfall fix; beyond which the procedural separation applied by Oceanic will cease, and in cases where a reroute has been issued by Oceanic, the Domestic route may not be known by the crew. (An Oceanic clearance terminates at the landfall fix; not the boundary fix).
Over recent years radar coverage (esp. SSR) and comms have improved to the extent that most flights exiting Oceanic are identified at or immediately prior to the boundary. Routes uplinked directly by Flight Ops/Dispatch into the FMS have reduced the time-consuming issue/readback of routes to those flights exiting via boundary/landfall fixes other than those in the FPL. As a result, landfall fixes have been able to move closer towards the boundary itself, but not dispensed with. (Unlikely to happen anytime soon, IMHO).
Generally, flights entering Oceanic from Domestic will route directly to the boundary fix and avoid the landfall fix altogether, although for FPL purposes they may file via these points.
Over recent years radar coverage (esp. SSR) and comms have improved to the extent that most flights exiting Oceanic are identified at or immediately prior to the boundary. Routes uplinked directly by Flight Ops/Dispatch into the FMS have reduced the time-consuming issue/readback of routes to those flights exiting via boundary/landfall fixes other than those in the FPL. As a result, landfall fixes have been able to move closer towards the boundary itself, but not dispensed with. (Unlikely to happen anytime soon, IMHO).
Generally, flights entering Oceanic from Domestic will route directly to the boundary fix and avoid the landfall fix altogether, although for FPL purposes they may file via these points.
Last edited by rab-k; 12th Jan 2010 at 11:11.
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Most comprehensively covered Rab. Thank you 
May I add that 5 letters is less likely to be mis-keyed into FMS than a lat/long fix thus reducing nav errors (gross or minor)?
May I add that 5 letters is less likely to be mis-keyed into FMS than a lat/long fix thus reducing nav errors (gross or minor)?
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5 letters is less likely to be mis-keyed into FMS
